Thesis (M.S.)--Virginia Polytechnic Institute and State University, 1994. / Vita. Abstract. Includes bibliographical references (leaves 107-112). Also available via the Internet.

The UK has adopted the concept of sustainable development and the construction industry is playing a key role in improving the efficient use of materials. The aim is to minimise the waste generated and maximise quantities of materials reused or recycled, minimising raw material consumption. Using Reclaimed asphalt pavement (RAP) is a rehabilitation technique which involves recycling materials from asphalt layers that have already been in service. This reduces the use of new bitumen and aggregates and avoids disposal. However, UK pavements constructed prior to 1980 or surfaced in the late 1980’s may contain tar, a carcinogenic substance that cannot be reheated and, therefore, cannot be recycled into hot mix asphalt (HMA). Recycling these pavements into unbound materials is also prohibited; consequently, disposal or cold recycling are the two available options. Cold recycling of asphalt is a proven technique that reduces material disposal and raw material and energy consumption. The reduction in energy consumption is largely achieved by avoiding aggregate drying and mixing of the material at ambient temperature. In this sense, using cold recycled bound materials (CRBMs) becomes the most economic and sustainable option. However, despite the increasingly common use of CRBM in roads, the specifications for the use of these materials in airfields are under-developed and there is no guidance to ensure that pavement design with these materials is trustworthy. This is the reason why this Thesis focuses on airfield pavement design with CRBM. The aim of this investigation is to develop a design methodology to use CRBMs in airfield pavements. For this purpose, the objectives were to review past experience on performance of these materials, measure and analyse the effect of key variables on performance to establish material limitations and develop a design methodology, proposing design guidance for airport authorities and practitioners. To achieve the project aims and objectives, a literature review was carried out focusing on pavement engineering, airfield pavement design and CRBM. The objective was to gain sufficient knowledge on key areas to conduct the research. Based on this literature review it was decided to use foamed bitumen as the cold technology and Kenlayer as pavement analytical design software. It was also found that the current design methodology for using CRBM in airfields is to conservatively equate material properties to those of a HMA commonly used in airfield base course (HDM50). Therefore, this practise should be analysed to decide if it is correct or if it can be improved. Subsequently, a laboratory programme was established to analyse CRBM mechanical properties and, therefore, understand the material’s behaviour and performance under cyclic loading. RAP, fly ash, cement and foamed bitumen were used to manufacture laboratory specimens, compacted with a gyratory compactor. These specimens were tested to analyse densities, air voids, stiffness, strength, permanent deformation and fatigue. For developing a new design methodology, Kenlayer was used to analyse strains and stresses within the airfield pavement. The first step was to ascertain Kenlayer adequacy and establish inputs related to loading, traffic and subgrade condition. For this purpose, 96 case studies were analysed with HMA, with different aircraft types, traffic and subgrade conditions. These cases were compared to those of a well-established airfield design guide, namely DMG 27. Then the software could be used to model pavements containing CRBM and with the knowledge gained in the laboratory about its behaviour, establish layer thicknesses to bear traffic during the pavement design life. With the results obtained from the laboratory investigation it was concluded that CRBM mixes have acceptable properties for use in airfield pavements. Resistance to permanent deformation, fatigue, temperature susceptibility and durability results show that these materials give reasonable performance; however, they differ from conventional hot mixes. Thus, current practice can be improved, justifying the need for design guidance for using CRBM in airfields. As fatigue is one of the main failure modes in asphalt mixtures and flexible pavements, a deeper study into fatigue behaviour of CRBM was carried out using Indirect Tensile Fatigue Tests (ITFT) in strain control mode and Wheel Track Test (WTT). The results showed different failure mechanisms for CRBM from those of HMA; thus, a new failure criterion was established. In HMA the failure criterion of 50% stiffness reduction is related to the appearance of macro cracks. CRBM develops dispersed micro-cracking that lowers the mixture stiffness without producing macro cracks until late in the material’s life. Macro cracks only tend to appear at 70% stiffness reduction; therefore, this was established as new failure criterion for CRBM. Once CRBM properties were defined, the pavement structure could be modelled. The results obtained from HMA modelling showed that the software and the inputs selected were appropriate for this investigation. Then the HMA base properties were substituted with CRBM properties obtained in the laboratory. The results showed that DMG 27, Chart 7, can be used for designing airfield pavements using CRBM increasing the base thickness by 9%, with a minimum Dry Lean Concrete (DLC) layer of 150 mm. A deterioration analysis was also carried out with the design software. In this case the aim was to analyse how strains distribute within the CRBM layer and how this affects the pavement life. With these analysis, it was highlighted how different CRBM behaves compared to HMA. Strains distributed linearly within the HMA layer; however, this does not happen with the CRBM. Moreover, this analysis showed how fatigue data can be used to obtain a more accurate pavement life taking into account different strain levels. Nevertheless, the study carried out here is based on laboratory performance of one type of CRBM. There is need for further investigation to establish a relationship between fatigue behaviour in the laboratory and the field and confirm how micro cracking affects the bearing capacity of the CRBM layer, establishing shift factors to optimise CRBM layer thickness. Moreover, the laboratory study has been carried out analysing CRBM in the same way as HMA; therefore, further study is needed to analyse the adequacy of the testing methodology. Also, modelling has been done comparing one CRBM to one HMA, namely HDM50; therefore, further investigation is needed to open the model to other HMA. Consequently, the design guidance presented here is a first step towards an airfield pavement design guide and further study is needed to optimise it.

Entre os projetos mais importantes da Ditadura Militar Brasileira está a abertura da Rodovia Transamazônica (BR-230). Com a justificativa de promover o desenvolvimento regional, o Governo interferiu na organização territorial de diversos povos indígenas da região Norte do país. Esse é o caso dos Parakanã que vivem na Terra Indígena (TI) Parakanã, território tangenciado pela BR-230. O objetivo principal desta dissertação é o processo de transformação da territorialidade indígena Parakanã a partir da consolidação da Rodovia Transamazônica. Para o desenvolvimento do trabalho foi necessário realizar atividades iniciais de gabinete como a compilação de dados bibliográficos, cartográficos e acervo fotográfico, além de atividades de campo no entorno da TI. A organização dos resultados foi realizada através da técnica de pesquisa conhecida como análise de conteúdo. Os Parakanã foram capazes de administrar o contato com os demais atores que chegavam a região do médio Tocantins durante vários anos. No entanto, através das Frentes de Atração da Fundação Nacional do Índio, o Estado aldeou os indígenas que habitavam as proximidades da rodovia. É neste ponto que recai a desterritorialização sobre os Parakanã, eles foram privados dos elementos fundamentais da sua territorialidade, desarticulando os vínculos e as práticas territoriais que haviam construído. A territorialidade Parakanã foi se modificando com a dinâmica da Amazônia brasileira, as reinvindicações para demarcação da TI Parakanã ajudaram na reestruturação territorial dos indígenas no período pós-rodovia. Os povos indígenas têm vínculos diferenciados com a terra, o que permite a flexibilidade no momento de conceber o território. Não existe uma necessidade de posse, é a presença de inimigos, a mobilidade, as roças coletivas, os rituais e etc., que se constituem nos elementos essenciais do território e, consequentemente, da territorialidade. / Among the most important projects of the Brazilian Military Dictatorship is the building of the Transamazônica Highway (BR-230). With the justification of promoting regional development, the Government interfered in the territorial organization of several indigenous people of the North region of the country. This is the case of the Parakanã living in the Indigenous Land Parakanã, territory borderer by the BR-230. The main objective of this essay is the transformation process of the indigenous Parakanã people territoriality from the consolidation of the Transamazônica highway. Therefore, it was necessary to carry out initial cabinet activities, such as the compilation of bibliographic, cartographic, photographic data, as well as the field activities around the Indigenous Land. The organization of the results was carried out through the researching technique known as content analysis. The Parakanã people were able to manage the contact with the other actors that arrived at the region of the middle Tocantins for several years. However, through the Frontiers of Attraction of the Fundação Nacional do Índio, the state has settled down the indigenous people who lived near the highway. At this point the deterritorialization falls on the Parakanã, they were deprived of the fundamental elements of their territoriality, dismantling the territorial ties and practices they had built. The Parakanã territoriality has been changing by the dynamics of the Brazilian Amazon, the claims for demarcation of the indigenous land Parakanã helped the territorial restructuring of the natives in the post-highway period. Indigenous peoples have a differentiated link with land, which allows for flexibility when designing the territory. There is no need for possession; it is the presence of enemies, mobility, collective plantations, rituals, etc., which constitute the essential elements of the territory and, consequently, territoriality.

A malha rodoviária brasileira é constituída predominantemente de rodovias de pista simples e boa parte delas encontra-se em regiões montanhosas. Rodovias de pista simples em regiões montanhosas possuem dificuldades de modelagem, porque as rampas elevadas e os raios de curvatura pequenos possuem impacto significativo no desempenho do tráfego. Adicionalmente, existem poucos estudos de simulação de tráfego de veículos em rodovias de pista simples, sobretudo em regiões montanhosas. Sendo assim, a combinação de rodovias de pista simples com região montanhosa é ainda mais restrita para codificação dessas redes em microssimuladores de tráfego. Dados de geometria de rodovias são comumente obtidos por meio de plataformas como o Google Earth, contudo sua precisão pode ser insuficiente para uma boa representação em regiões montanhosas, devido à influência significativa dos perfis planialtimétricos no desempenho do tráfego em rodovias de pistas simples. O presente trabalho desenvolveu uma metodologia para a codificação de rodovias de pista simples em região montanhosa. Esta metodologia foi aplicada em um estudo de simulação de tráfego através do microssimulador de tráfego VISSIM. O trecho de estudo de caso corresponde à 16 km de extensão da ERS-115 entre as cidades de Três Coroas e Gramado na Serra Gaúcha. A partir de dois bancos de dados (Google Earth e levantamento veicular a Laser), foram desenvolvidos três modelos: (i) modelo baseado nos dados originais do Google (Google original), (ii) modelo com perfil altimétrico suavizado (LOESS) e (iii) modelo com perfil planialtimétrico baseado em levantamento de campo a Laser (Laser). A comparação do perfil altimétrico dos três modelos revelou diferenças significativas entre o modelo do Google original em relação aos demais. O perfil altimétrico decorrente dos dados originais do Google Earth apresentou grandes declividades, na prática, incompatíveis com a classe da rodovia. O método proposto de suavização (LOESS) resultou em um modelo bem mais próximo do perfil real da rodovia, representado pelo modelo construído a partir do levantamento a laser. Com o objetivo de avaliar o desempenho através da simulação de tráfego nos 3 modelos foram executados 11 cenários de simulação. Os cenários envolveram 2 níveis de demanda: demanda baixa, compatível com condições de fluxo livre e uma demanda representativa das condições típicas de tráfego verificadas no trecho. Em relação à demanda em fluxo livre, veículos nos modelos Laser e LOESS apresentaram velocidades similares ao longo do estaqueamento, enquanto que o modelo Google original revelou diferenças significativas de velocidades. A análise do desempenho do tráfego nos cenários de demanda típica foi baseada nos tempos de viagem. Cenários nesta análise envolveram a segmentação da rodovia em trechos homogêneos e variações na proporção de veículos por sentido (split direcional). A comparação entre os tempos de viagem dos modelos LOESS e Laser resultou em R²=0,99, enquanto que R² obtidos entre os modelos Google original e Laser variaram no intervalo de 0,04 a 0,99. Os resultados obtidos apontam a importância da metodologia desenvolvida pelo presente trabalho na modelagem de rodovias de pista simples, sobretudo em região montanhosa. / The Brazilian road network consists predominantly of two-lane highways and great part of them are in mountainous regions. Two-lane highways in mountainous regions have modeling difficulties because high slopes and small bend radii have a significant impact on traffic performance. Additionally, there are few simulation studies of vehicle traffic on two-lane highways, especially in mountainous regions. Thus, the combination of two-lane highways and mountainous region is even more restricted for coding these networks into traffic microsimulators. Road geometry data are commonly obtained through platforms such as Google Earth, but their accuracy may be insufficient for good representation in mountainous regions due to significant influence of planialtimetric profiles on traffic performance on two-lane highways. The present work developed a methodology for the codification of two-lane highways in mountainous region. This methodology was applied in a simulation study of traffic through the VISSIM traffic microsymulator. The case study section corresponds to the 16 km extension of the ERS-115 between the cities of Três Coroas and Gramado in the Serra Gaúcha. From two databases (Google Earth and Laser Vehicle Survey), three models were developed: (i) model based on original Google data (Google original), (ii) model with smoothed altimetric profile (LOESS) and (iii) model with planialtimetric profile based on laser field survey (Laser). The comparison of altimetric profiles of the three models revealed significant differences between the Google original model in relation to the others. The altimetric profile derived from the original data of Google Earth presented great slopes, in practice, incompatible with the highway class. The proposed smoothing method (LOESS) resulted in a model that is closer to the actual road profile, represented by the model constructed from the laser survey. In order to evaluate the performance through the simulation of traffic in the three models, 11 simulation scenarios were executed. The scenarios involved two levels of demand: low demand, compatible with free flow conditions and a representative demand of the typical traffic conditions verified in the road segment. Regarding the free-flow demand, vehicles in Laser and LOESS models presented similar speeds along the road, while the Google original model revealed significant differences in speeds. The analysis of traffic performance in typical demand scenarios was based on travel times. Scenarios in this analysis involved the segmentation of the highway in homogeneous segments and variations in the proportion of vehicles by direction (directional split). The comparison of travel times of the LOESS and Laser models resulted in R² = 0.99, while R² obtained between the Google original and Laser models varied in the range of 0.04 to 0.99. The results obtained point out the importance of the methodology developed by the present work in the modeling of two-lane highways, especially in the mountainous region.

Several thousand people die as a result of a road accident each year in Great Britain and the trend in the number of fatal accidents is monitored closely to understand increases and reductions in the number of deaths. Results from analysis of these data directly influence Government road safety policy and ensure theintroduction of effective safety interventions across the country. Overall accident numbers are important, but when disaggregating into various characteristics, accident risk (defined as the number of accidents relative to an exposure measure) is a better comparator. The exposure measure used most commonly for accident rate analysis is traffic flow which can be disaggregated into vehicle types, road type, and year. Here we want to assess the accident risk across different car types and car ages, and therefore alternative exposure sources are required. We disaggregate exposure to a further extent than possible with currently available data in order to take the increased variability within these new factors into account. Exposure data sources are mainly based on sample surveys and therefore have some associated uncertainty, however previous accident risk analysis has not, in general, taken this into account. For an explicit way to include this uncertainty we use a Bayesian analysis to combine three sources of exposure using a log-Normal model with model priors representing our uncertainty in each data source. Using further Bayesian models, we propagate this uncertainty through to accident rates and accident severity, determining important factors and inter- relationships between factors to identify key features affecting accident trends,and we make the first exploration of the effect of the recent recession on road accidents.

Doctor of Philosophy / Civil Engineering / Sunanda Dissanayake / Rural roads account for 90.3% of the 140,476 total centerline miles of roadways in Kansas. In recent years, rural fatal crashes have accounted for about 66% of all fatal crashes. The Highway Safety Manual (HSM) provides models and methodologies for analyzing the safety of various types of highways. Predictive methods in the HSM were developed based on national trends and data from few states throughout the United States. However, these methodologies are of limited use if they are not calibrated for individual jurisdictions or local conditions. The objective of this study was to analyze the HSM calibration procedures for rural multilane segments and intersections in Kansas. The HSM categorizes rural multilane segments as four-lane divided (4D) and four-lane undivided (4U) segments and rural multilane intersections as three-legged intersections with minor-road stop control (3ST), four-legged intersections with minor-road stop control (4ST), and four-leg signalized intersections (4SG). The number of predicted crashes at each segment was obtained according to the HSM calibration process. Results from calibration of rural segments indicated that the HSM overpredicts fatal and injury crashes by 50% and 65% and underpredicts total crashes by 48% and 64% on rural 4D and 4U segments, respectively. The HSM-given safety performance function (SPF) regression coefficients were then modified to capture variation in crash prediction. The adjusted models for 4D and 4U multilane segments indicated significant improvement in crash prediction for rural Kansas. Furthermore, Kansas-specific safety performance functions (SPF)s were developed following the HSM recommendations. In order to develop Kansas-specific SPF, Negative Binomial regression was applied to obtain the most suitable model. Several additional variables were considered and tested in the new SPFs, followed by model validation on various sets of locations. The Kansas-specific SPFs are capable of more accurately predicting total and fatal and injury crashes on multilane segments compared to the HSM and the modified HSM models. In addition to multilane segments, rural intersections on multilane highways were also calibrated according to the HSM methodology. Using crash modification factors for corresponding variables, SPFs were adjusted to obtain final predicted crash frequency at intersections. Obtained calibration factors indicated that the HSM is capable of predicting crashes at intersections at satisfactory level. Findings of this study can be used for improving safety of rural multilane highways.

This research was designed to investigate the properties of aggregate with a new cement coating applied, and to test the effect of including this aggregate in a bituminous road mixture. The investigation was divided into three main areas of study. They were, chemical and physical testing of the aggregate, and testing of a bituminous road mixture containing the modified aggregate, namely porous asphalt wearing course. Chemical testing involved a regime to show the affinity between coated and uncoated aggregates, and bitumen, in terms of adsorption, and desorption in the presence of water. Physical testing included all the common tests for demonstrating the advantageous properties of an aggregate. These tests included, the shear box test, the polished stone value test, the aggregate crushing value test and tests for surface roughness. Porous asphalt was chosen as a suitable road material for testing the effects of the modified aggregate on a bituminous material, as it is a stone matrix dependant mixture and is currently enjoying increased acceptance Europe wide as a driver friendly, high quality surfacing material. Tests applied included the repeat load axial, and the repeat load indirect tensile tests. In order to undertake large parts of the testing program, much of the equipment was constructed by the researcher at Liverpool John Moores University (LJMU). This included the shear box apparatus and the repeat load axial test apparatus. These were both designed to the relevant British standards and verified as being so. Observations made during the testing programme showed the coated aggregates displayed a useful improvement in their chemical and physical properties over uncoated aggregates in almost all the areas tested. Future recommendations include mass production prototyping so that the coated aggregate mixtures can be placed in road trial sections.

Cold Bituminous Emulsion Mixtures (BEMs) means manufacturing of asphalt at ambient temperature using bitumen emulsion as the binder. It has been widely utilised in many countries such as the USA and France. The use and development of BEMs were not brought forward in the UK due to the country’s relatively wet/cold climatic conditions, which are not favourable to the application of cold BEM in terms of the long curing process and low early strength. Decreasing wastes from aggregate production processes, reducing land-filling and reducing CO2 emissions during hot bituminous mixture production and laying are the main target schemes for the environmentally friendly processes. Cold BEM is one of the attractive methods of producing bituminous mixtures to tackle the mentioned disadvantages when incorporating some waste and/or by-product materials individually or collectively into these mixtures. Recently, researchers have shown an increased interest in incorporating supplementary cementitious materials (SCM) in production of BEMs in the UK and around the world. Three benefits can be stated when using SCM in BEMs; these are upgraded mechanical properties, gaining economic advantage and the ecological advantage factor. Mainly due to some inherent problems associated with the performance of the pavement produced by the BEMs process, they are regarded as “inferior” to conventional HMA. The major problems with this kind of application are the long curing time (evaporation of trapped water) required to achieve the required performance, the weak early life strength (because of the existence of water) and high air voids content. The full curing in the field of these mixtures may occur between 2−24 months depending on the mixture’s ingredients and weather conditions. Considering the above disadvantages, this study investigated the possible ways of developing a new BEM/s with gap graded mixtures similar to the conventional Hot Rolled Asphalt (HRA) gradation. HRA is extensively used for surfacing major roads in the UK because it provides a dense, impervious layer, resulting in a weather-resistant durable surface able to endure the demands of today’s traffic loads and providing good resistance to fatigue cracking. The mentioned new product is termed Cold Rolled Asphalt (CRA). The main aim of this study was to investigate producing high strength, fast curing and sustainable CRA mixtures for heavily trafficked road and highway surfacing layers by using different waste and by-product materials (normally used as SCM) individually and/or collectively as a replacement for conventional mineral filler. To achieve the above aim, four SCMs have been used which were: Waste Paper Sludge Ash (WPSA), which has high lime and gelenite content, Poultry Litter Fly Ash (PLFA), which has high alkali components, Silica Fume (SF), and Rice Husk Ash (RHA), which is high silica content and cost-plus material, collectively instead of conventional mineral filler. In addition, besides the production of the new high-quality CRA mixtures, the research includes a detailed comparison study of conventional HRA mixtures, CRA mixtures containing conventional mineral filler and CRA mixtures containing hydraulic filler, i.e. Ordinary Portland Cement (OPC). This laboratory study was conducted by utilising different types of testing and curing and conditioning methods to characterise the mechanical properties and durability of the produced CRA mixtures. Indirect Tensile Stiffness Modulus (ITSM), Uniaxial Compression Cyclic Test (UCCT), Four Point Bending fatigue test on prismatic shaped specimens (4PB) and Semi-Circular Bending monotonic test (SCB) were used to assess the mechanical properties of these mixtures while Stiffness Modulus Ratio (SMR) and Long Term Oven Aging (LTOA) were used to investigate the main durability features, i.e. water sensitivity and long-term aging, respectively. Furthermore, Scan Electron Microscopy (SEM) technique and X-Ray Diffraction (XRD) analysis have been used to investigate the reasons behind the improvement in the mechanical properties of the novel mixtures. By means of ITSM results, four high-qualities CRA mixtures have been optimised which are: CRA-WPSA (containing 6% WPSA), CRA-BBF (containing 4.5% WPSA+1.5% PLFA), CRA-TBF-1 (containing 3.75% WPSA+1.25% PLFA+1% SF) and CRA-TBF-2 (containing 3.375% WPSA+1.125%PLFA+1.5% RHA). Stiffness modulus of CRA mixtures increases significantly by replacing the conventional mineral filler with WPSA, BBF, TBF-1 and TBF-2, especially in the early curing time (less than 7 days), which is the main disadvantage of the cold BEMs. Also, the target stiffness modulus, which is the ITSM for 100/150 HRA (approximately 2000MPa), was achieved after 4 hours for the produced fast-curing CRA mixtures, i.e. CRA-TBF-1 and CRA-TBF-2, under the normal curing method (24 hours in the mould then leave the samples at 20 ºC). In addition, the replacement of conventional mineral filler with WPSA, BBF, TBF-1 and TBF-2 greatly improves the permanent deformation resistance and fatigue life when compared with the control CRA and the traditional HRA mixtures.

The aim of this research project is to develop an improved backcalculation procedure, for the determination of flexible pavement properties from the Falling Weight Deflectometer (FWD) test results. The conventional backcalculation methods estimate the pavement layer moduli assuming full adhesion exists between layers in the analysis process. The method developed in this research can predict the interface condition between the wearing and the base courses in addition to the layer moduli, which can be considered an improvement to the existing procedures. A two stage database procedure has been used to predict the above parameters and to facilitate the determination of the deflection insensitive parameters. The need for this improvement arises from the large number of debonding failures which have been reported in the literature between the wearing and base courses, and the theoretical studies which identified the significance of including the interface bonding condition in the analysis process. The validation of the improved method has been carried out firstly by comparing the backcalculated results for ninety theoretical pavements with their hypothetical values, and secondly by comparing the improved procedure results with other well known programs such as WESDEF and MODULUS. Full scale pavement testing using the FWD has been performed and the backcalculated results compared with measured values for the pavement materials. Indirect tensile tests for resilient modulus of bituminous materials were carried out on cores extracted for the pavements, whereas Dynamic Cone Penetrometer (DCP) tests were conducted for the unbound materials. The Backcalculated and the physically measured results correlated well, validating the improved procedure.

Entre os projetos mais importantes da Ditadura Militar Brasileira está a abertura da Rodovia Transamazônica (BR-230). Com a justificativa de promover o desenvolvimento regional, o Governo interferiu na organização territorial de diversos povos indígenas da região Norte do país. Esse é o caso dos Parakanã que vivem na Terra Indígena (TI) Parakanã, território tangenciado pela BR-230. O objetivo principal desta dissertação é o processo de transformação da territorialidade indígena Parakanã a partir da consolidação da Rodovia Transamazônica. Para o desenvolvimento do trabalho foi necessário realizar atividades iniciais de gabinete como a compilação de dados bibliográficos, cartográficos e acervo fotográfico, além de atividades de campo no entorno da TI. A organização dos resultados foi realizada através da técnica de pesquisa conhecida como análise de conteúdo. Os Parakanã foram capazes de administrar o contato com os demais atores que chegavam a região do médio Tocantins durante vários anos. No entanto, através das Frentes de Atração da Fundação Nacional do Índio, o Estado aldeou os indígenas que habitavam as proximidades da rodovia. É neste ponto que recai a desterritorialização sobre os Parakanã, eles foram privados dos elementos fundamentais da sua territorialidade, desarticulando os vínculos e as práticas territoriais que haviam construído. A territorialidade Parakanã foi se modificando com a dinâmica da Amazônia brasileira, as reinvindicações para demarcação da TI Parakanã ajudaram na reestruturação territorial dos indígenas no período pós-rodovia. Os povos indígenas têm vínculos diferenciados com a terra, o que permite a flexibilidade no momento de conceber o território. Não existe uma necessidade de posse, é a presença de inimigos, a mobilidade, as roças coletivas, os rituais e etc., que se constituem nos elementos essenciais do território e, consequentemente, da territorialidade. / Among the most important projects of the Brazilian Military Dictatorship is the building of the Transamazônica Highway (BR-230). With the justification of promoting regional development, the Government interfered in the territorial organization of several indigenous people of the North region of the country. This is the case of the Parakanã living in the Indigenous Land Parakanã, territory borderer by the BR-230. The main objective of this essay is the transformation process of the indigenous Parakanã people territoriality from the consolidation of the Transamazônica highway. Therefore, it was necessary to carry out initial cabinet activities, such as the compilation of bibliographic, cartographic, photographic data, as well as the field activities around the Indigenous Land. The organization of the results was carried out through the researching technique known as content analysis. The Parakanã people were able to manage the contact with the other actors that arrived at the region of the middle Tocantins for several years. However, through the Frontiers of Attraction of the Fundação Nacional do Índio, the state has settled down the indigenous people who lived near the highway. At this point the deterritorialization falls on the Parakanã, they were deprived of the fundamental elements of their territoriality, dismantling the territorial ties and practices they had built. The Parakanã territoriality has been changing by the dynamics of the Brazilian Amazon, the claims for demarcation of the indigenous land Parakanã helped the territorial restructuring of the natives in the post-highway period. Indigenous peoples have a differentiated link with land, which allows for flexibility when designing the territory. There is no need for possession; it is the presence of enemies, mobility, collective plantations, rituals, etc., which constitute the essential elements of the territory and, consequently, territoriality.